Car construction.



G. B. DOREY.

CAR CONSTRUCTION.

APPucATxoN r|LED1uNE11,1914.

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G. B.. DOREY.

CAR CONSTRUCTION.

APPLICATION 'FILED JUNE II, 1914.

Ll' Patented Jan. l, 1918.

BY HTTORN G. B'. DOREY.

CAR CONSTRUCTION. APPL'lcAUoN man luNE 11. 1914.

Patented Jan. 1,1918.

3 SHEETS-SHEET 3.

W/ TNE'SSES 5 Y HTR/VEY UNITED STATII PATENT OFFICE.

GEORGE BINET DOREY, OF MONTREAL, QUEBEC, CANADA, ASSIGNOR TO RODGER BALLAST CAR COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION F MAINE.

CAR CONSTRUCTION.

Specification of Letters Patent.

Patenteaaan. 1, 191s.

Application filed I une 11, 1914. Serial No. 844,524.

To all whom t 'may concern:

Be it known that I, GEORGE BINET DOREY, a subject of the King of Great Britain, residing in the city of Montreal, Province of Quebec, Dominion of Canada, have invented certain new and useful Improvements in Car Construction; and I d0 hereby declare that the following is a full, clear, and exact description of the saine.

The invention appertains particularly to cars adapted to have a plow passed therethrough and wherein the side margins of the oor, commencing at points spaced from the car sides, slope downwardly and outwardly t0 form depressions or chutes so that when the plow passes through the car and moves the contents of the latter toward the sides the incline of the latter will facilitate the discharge.

In cars of this type the cross-bearers extend outwardly across said depressions and heretofore it has been found that boulders and the like have been caught between these cross-bearers and the plow, the forward movement of the latter tightly jamming the boulders against the cross-bearers and causing considerable damage before the obstruction could be removed. The cross-bearers are also exposed to damage by reason of the fact that when the plow dips into the side depressions it catches against the bearers. Furthermore the sharp angles heretofore presented at the juncture of the sloping iioor and cross-bearers have caused the material to collect at such points and prevent the clear discharging of the car.

An object of the invention is to avoid the above mentioned disadvantages by so constructing the car that the plow will be smoothly eased over the cross-bearers instead of catching thereon and the jamming of boulders against the cross-bearers prevented.

Another object is to provide an improved connection between the stakes and car whereby the former are particularly braced against twisting and supported to withstand the strains to which they are subjected by the passage of a plow through the car.

The above with other objects and advantages will be hereinafter fully described and particularly pointed out in the appended claims.

For full comprehension, however, ofmy invention reference should be had t0 the accompanying drawings forming a part of this specification in which similar reference characters indicate the same parts and wherein:

Figure l is a plan view, partly broken away, of one end of my improved car with the stakes at one side shown in horizontal section;

Fig. 2 is an enlarged side elevation of a portion of the car with the doors removed;

Fig. 3 is a plan view of the same partly in horizontal section;

Fig. t is a perspective view of the bolster stake and connections; and

Fig. 5 is an enlarged transverse vertical section on line 5-5 Fig. 1.

Fig. 6 is an enlarged section on line 6--6 Fig. 3.

The underframe of the car consists of end sills 1, center sills 2, side sills 3' and crossbeams and holsters 4 and 5, respectively, extending from the center sill to and resting upon the side sills.

In the preferred construction the floor comprises a middle horizontal metallic portion 6 supported by longitudinally extending` bars 7, the sides of the sheeting forining the horizontal floor being spaced from the sides of the car and downwardly flanged and riveted to the webs of Z-bars 8. The top flanges of the Z-bars are substantially level with the floor portion 6, extend outwardly and constitute a continuation of the same, and have the side margins of the floor inclined downwardly and outwardly therefrom as will be presently described.

The bars 7 extend to within a short distance of the end sills and the ends of the sheeting 6 are secured to the top of the end sills and end stakes 6b provide flared ends to the car.

The side stakes are located at the ends of the cross-beams and holsters and each consists of a member 9 of channel cross-section facing outwardly from the car, secured at the bottom to the side sill and extended upwardly therefrom, These stakes are rigidly secured in place and effectively braced against twisting and strains both transversely and longitudinally of the car by means which include vertical gussets 10 disposed longitudinally of the car and transverse vertical gussets or braces 11.

` The longitudinally disposed gussets are secured to and located between the stakes and side sills and project beyond the sides of the former, being extended up from the sills to a point above the underframe and having their side edges downwardly inclined away from the stakes and formed with inwardly Aextending flanges 10a for a purpose to be presently described.

he transverse gussets 11 extend over the underfranie and each have top and bottom fanges 12 and 13, the bottoni flange being secured to the underframe and the inner end of the top fiange to the outwardly extended fiange of one of the Z-bars 8. This transverse gusset extends outwardly from the horizontal floor 6, over the underframe and through alined slots 14 and 15, respectively, of the longitudinally disposed gusset 10 and the inner side of the stake, the outer end of each gusset being` riveted between angle irons 16 secured to the stake between the sides thereof. In order to reinforce the stakes and strengthen them at the point of great strain just above the floor level, the angle irons 16 are extended from the side sill a short distance up above such level.

The diaphragins of the channel beams 5 and 5b of each bolster 5 are extended through slots in the gussets 10 beyond the side sill as at 5C and on opposite sides of the bolster stake, to the sides of which latter they are riveted, the top flanges of the beams being bent upwardly to form vertical extensions 5d of the diaphmgms` whereby such beams are riveted to the stakes above the normal line of the beams and underframe and the strength of the connection thereby increased.

The cross-beam stakes are each slotted as at 17 preferably by extending the slot 15 therein downwardly, and the diaphragm 1R of the cross-beam passed through a slot in the gusset 10 and such slot 17 and riveted between the angle irons 16.

A reinforcing or wear plate 18 is secured to and supported upon the top flange 12 of each transverse brace, such plate extending outwardly from the Z-bar 8 t-o the stake and continuing up the inner surface of tl atter a suitable distance as at 19 and secured thereto to form a rub plate. The reinforcing plate is of T-form in plan view, the inner end thereof branching out in opposite directions longitudinally of the car and bey-ond the side lines of the stake as at 20. These angularly disposed extensions are secured to the top flange of the Z-bar and as it is preferred to dispose the plate 18 substantially level with the floor of the car the inner ends of the plate and trans verse brace are depressed to lit under the flange 12 as illustrated in the drawings.

rllhe reinforcing plates being each connected to both the car and stake constitute horizontal gussets which resist twisting of the stakes and instead of relying only upon the connections between the plate and transverse brace, which connections might not be adequate under certain conditions, I have provided the above mentioned extensions 20 which by their connections with the floor some distance beyond each of the sides of the stakes enable the strains to be effectively distributed.

From the Z-bars 8 which constitute part of the floor, the latter slopes downwardly and outwardly to the side sills and are formed preferably of sheets 21 of metal which extend between the reinforcing plates at the top and are secured to the Z-bars 8. The sheets Q1 ext-end out from beneaththe fianges 8a of the bars, are pressed up; to substantially theI level of the lioor and inclined at a suitable angle down to the side sills to which they are fastened between thelongitudinally disposed gussets 10, the tops of the slopes being rounded as at 22 to `avoid sharp corners and the lowe' vends ofthe sheets near the bottom of the side sills projected outfrom the latter at 23.

To avoid the formation of sharp corners in the discharging depressions the sides of the sheets .21 extend asat 21a in a gradual flare or curve outwardly'toward the stakelat about the ylevel .of the top of thelongitudinallyY disposed gussets v10, y tok the flanges 10 of the inclined edges of vwhichlatter they are'secured thus forming curved sides inclined downwardly away from the stakes or cross-bearers. V l

rlie reinforcing plates 18 are formed with downwardly fiared flanges 211 which overlap and are secured to the upper edges ofthe sides of the plates 21, being curved or flared correspondingly thereto from the outer ends of the horizontal portions A18 to the ends of the angular extensions QOQ This downwardly flaring of the reinforcing plates secures great strength Vfor the same without materially interfering with the free discharge of the contents of the car.

The flanges 24 curve downwardly as at from the horizontal portions 18 so that the edges of these latter will be rounded and extending' in a gradual curve or are26 from the rounded edge 22, co-act with` thevlatter in providing rounded` surfaces on the three sides .of each discharging depression which are exposed to the plow to enable the latter to ride smoothly thereover. In addition to thus facilitating' the passage of a plow through the car it will be seen that by,in clining the sides Yof the depressions away frein the stakes and cross-bearersfand curving such sides `and so avoiding the forniation of sharp corners, the hopper so formed will olf'er the least possible, obstruction to the discharge of the material.

As above pointed out dainagefrequently resultsvfrom the jamming Aof a boulder `or the like between the plow .and cross-bearer but if, in a car constructed as described, a boulder. is caught between the plow. and the end of one of the depressi-ons, yeither. the in-,

l bottom edges thereof f out affecting their proper clination of the latter and rounded edge will cause such boulder to be forced up into the car ahead of the plow instead of damaging the car, or the outward curve of the side of the depression and the curved edge 26 will enable it to work its way outwardly and be thus discharged from the car. In the event of the plow dipping into the depressions with the liability of striking against the cross-bearer, the above mentioned inclined sides and rounded edges will smoothlyV guide the plow over the obstruction, the flanges 24 being with the plates 18 of sufficient weight to efiiciently withstand the wearing contact of the plow.

lt is preferred to provide both short and long stakes at the car sides, the long stakes at each side supporting a top rail 27 to which are hinged side doors 2S extending between the long stakes and slotted to accommodate the stub stakes.

Heretofore the doors have been closed against the inclined sides of the floor, that is to say the closing was not complete until the bottom edges of the doors came into engagement with the inclined surface and it has been found that some of the material is liable to remain lodged upon the latter after the car has been discharged, with the result that the doors are obstructed and the tight closing of the same prevented by such material. ln order to prevent this it is desired that the doors when closed should bear against abutinents which are substantially parallel with the closed doors or vertical so as to avoid the possibility of material lodging upon such abutments.

To secure the above mentioned advantageous result the sheets 21 may be constructed so as to reach the side of the car at a point above the side sills and then extend downwardly as at 29 to the latter in a substantially vertical line, the doors when closed having their bottom edges below the inclined sides of the floor and bearing flat against the portions 29 upon which latter there is no possibility of material lodging and obstructing` the proper closing of the doors.

In addition to the advantage above pointed out it will be seen that whereas formerly the closure of the doors against the inclined sides of the floor made it necessary that the doors be accurately hung so as to bring the at a proper level, now, by providing a substantially vertical abutment against which the doors close parallel therewith any slight variance in the vertical position of the doors may be present withclosing. Any suitable locking means may be employed in connection with the side doors and while one particular door locking mechanism is illustrated l do not herein claim same as it 1s included in a separate application led by myself Dec. 4, 1915, under Seriel No. 65,148. The idea of the intersecting gussets for securing the stakes is not by itself herein claimed but is covered in my application filed J une et, 19111, under Serial No. 842,922. f

lhat l claim is as follows:

1. ln a ballast car adapted to have a plow passed therethrough, a floor, a discharge depression at the side andflaring outwardly, the inner corners of such depression being rounded concavely in the horizontal plane of the car and a hinged side door controlling the discharge from the car.

2. In a ballast car, the underframe, a floor upon the underframe and spaced from the sides thereof, stakes at the sides of the underfraine, gussets extending between the underframc and stakes and side floor portions sloping downwardly from the floor and being secured at their ends to said gussets.

3. In a ballast car, a stake, a horizontal transverse gusset for securing the stake to the car and angularly disposed extensions formed with said gusset and extending longitudinally of and secured to the car.

a. 1n a ballast car, the underframe including cross-bearers and side sills, a horizontal floor upon the underframe and spaced from the sidesof the latter, stakes at the ends of the cross-bearers, transverse braces secured to the top of the underframe and to the stakes, downwardly inclined side floor portions extendingV between the cross.- bearers from the horizontal floor to the side sills, horizontal gussets extending outwardly along the top of the transverse braces and secured to the stakes, such horizontal gussets being downwardly flared and secured to the ends of the inclined floor portions.

5. ln a ballast',car, the underframe including cross-bearers, a floor spaced from the sides of the underframe, stakes secured to the cross-bearers, longitudinally disposed vertical gussets located between and secured to the stakes and cross-bearers, the edges of such gusset being inclined away from the stake and having inwardly extending flanges, side floor portions inclined downwardly and outwardly between the crossbearers and secured at their ends to said flanges.

6. In a ballast car, the underframe, a stake secured to the underframe and having a slot cut therein, a transverse brace secured to the underframe, extending outwardly through said slot and secured to the stake.

7. ln a ballast car, the underframe, a stake secured to the underframe and having a slot cuttherein, a longitudinally disposed, vertical gusset located between and secured to the underframe and stake, such gusset having a slot therein alined with the slot in the stake, a transverse stake brace secured to the underframe, extending out-v Wardly therefrom through the nlned sos In tesmony whereof, I have signed my and .secured to the stake. name to this specification, in the presence l;

S. In a car, the Underfrume, l stake no two subscribing Witnesses.

chldnv' n one- )ece stake member of channel s T 1 T1 f cross-scon ind having a slot therein, e GEORGE BIILT DGRD transverse brace secured to the underframe, Ttnessesz extending outwardly through said slot and STANLEY C. KING,

secured to the stake. JAMES C. FRASER.

Copes of this patent may be obtained fol` ve cents each, by addressing the Commissioner of vPatents Washington, D. C. A 

